Air-brake system.



'J. D. NIGHOL.

AIR BRAKE SYSTEM. APPLIOATI-ON FILED APR. 1, 1908.

899,427. Patented Sept. 22; 1908.

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'M/Zi wwaym UNITED JAMES D. NIOHQL, OF AMADORE, MICHIGAN.

AIR-BRAKEv SYSTEM.

Specification of Letters Patent.

Application filed April 1, 1908. Serial N 0. 424,581.

Patented Sept. 22, 1908.

To all whom it mag concern.

Be it known that I, JAMES D. NICHOL, a citlzen of the United States ofAmerica, resid ing at Amadore, iii the county of Sanilac'and; State ofMichigan, have invented new and useful Improvements in Air-BrakeSystems,of which the following is a specification.

My invention relates to improvements in air brake systems, and itsprimary object is the provision of means by which the pressure retainingvalve can be placed under the full control of the engineer.

A further object ofmy invention is the provision of means of the abovestated character which is simple, durable and efficient, which may beused in connection with any form of air brake system, and which can bemanufactured and sold at a low cost.

With the above and other objects in view, the invention consists in theconstruction, combination and arrangement of parts hereinafter fullydescribed, claimed and illustrated in the accompanying drawing, where-1n:

Figure 1 is a sectional view illustrating the construction andapplication of my improved controller, and Fig. 2 is a sectional View onan enlarged scale of fragmentary portions of the controller,illustrating the relation between the valve and the head of thecylinder/ Referring to the drawing by reference characters, A designatesa pressure retaining valve of the usual construction and form, B

the exhaust pipe of a triple valve and C my improved pressure retainingvalve controller.

The pressure "retaining valve comprises a cylinder 1 which is open atone end, and a cap 2 which closes the open end of the cylinder and whichis provided with anextension 3. The extension 3 is provided with apassage 4 which is adapted to receive the end of the exhaust pipe of thetriplevalve. A weight 5 is movably mounted within the cylinder 1, and isrovided on its under side with a tapered valve 6 which when seated cuts01f communication between the passage 4 and an exhaust port 7 in the cap2. Rising vertically from they upper surface of the weight 5 is a guiderod 8 which works in a socket9 in the cylinder 1. A plug valve 10 ismounted in the extension 3 and provides means by which communication maybe established between the exhaust pipe of the triple valve and thepressure retaming valve or between said pipe and the atmosphere. 7

As is well understood the pressure retain ingvalve maintains a certainpressure within the brake cylinders and that they are not at the presenttime under the control of the engineer, but have to be operated by atrain hand, and that they are only utilized when it is desired tomaintain a constant even pres- ,sure within the brake cylinder whiledescending long grades.

As before stated, the primary object of my invention is the provision ofa device by means of which the pressure retaining valve can at all timesbe under the full control of the engineer.

My improved device hereinafter termed controller consists of a cylinder11 which is fully open at one end, said cylinder being provided at itsopen end with a flange 12 and is closed by means of a cap 13. The cap 13is provided with a flange 14, through which and the-flange 12 bolts 15are passed. Nuts 16 are mounted on the bolts to secure the cap to thecylinder. The cap 13 is formed to provide a coupling 17 by means ofwhich the controller is interposed in the exhaust pipe B of the triplevalve. The cap is also provided with a passage 18 which communicateswith the cylinder, the exhaust pipe and the atmosphere, thecommunication with the atmosphere being through a small port 19. Adiaphragm 20 is securecf across the cylinder 11 betweenthe flanges 12and 14, said diaphragm dividing the cylinder into a chamber 2lwhich'isin direct communication with the train pipe through the medium of a pipesection 22, and a larger chamber 23. A head 24 is secured to thediaphragm 20, and rising vertically from the head is a guide rod 25, thefree end of the guide rod working in a socket 26 formed in the closedend of the cylinder. The under side of the head 24 is formed to providea valve chamber 27 having a tapered valve seat 28. A passage 29 leadsfrom the valve seat 28 to the chamber 23, thereby establishingcommunication with the chambers of the cylinder. A nut 30 is threaded inthe passage 18 and is provided with a bore 31 slidably receiving thestem 32 of a'valve which com rises the said stem and heads 33 and 34. Te valve 34 is mounted in the passage 18 and is adapted to control theport 19, while the valve head 33 is mounted in the valve chamber 27 andis adapted to control the passage 29. The valve head 33 has a slidingengagement with the head 24 by means of a pin 35'which projectslaterally in opposite directions from the valve head,

mounted on the stem 32 between the nut 30 and the valve head 33, saidspring being designed to normally retain the valve head 34 3 off of itsseat.

Under normal conditions, the head 24 rests upon the valve head 33, thuscutting oil communication between the chambers of the cylinder. Upon theinitial closing of the engineers valve, compressed air enters thechamber 21 through the pipe 22. The en trance of compressed air into thechamber 21 raises the head 24 thus moving the seat 29 off of thevalve-head 33 and allowing compressed air to enter the chamber 23. Whenthe engineers valve is open to apply the brakes, the pressure in thechamber 21 is immediately reduced. As the passage 29 is small, the airin the chamber 23 will expand upon the reduction of the pressure in thechamber 21 and move the head downwardly, thus placing the seat 28 on thevalve 33 and cut ofi communication between the chambers and thecylinder. The head 24 will continue to move downwardly under theinfluence of the expanding air in the chamber 23 until the valve head 34has been seated to close the port 19. Immediately upon the closing ofthe port 19, the exhaust of the triple valve is connected with thepressure retaining valve A, whereby a predetermined pressure will bemaintained in the brake cylinder. Upon the closing of the engineersvalve to release the brakes, compressed air will again enter the chamber21. When sufficient pressure has accumulated in the chamber 21 toovercome the pressure in the chamber 23, the head 24 will be movedupwardly out of engagement with the valve head 33, thus allowing thespring 37 to return the valve 34 to its normal position, that is, moveit into position to uncover the port 19. Then the port 19 is uncovered,the triple valve is in direct communication with the atmosphere, thusallowing the immediate release of the brakes.

Should the engineer wish to release the valve and at the same timeretain fifteen pounds pressure in the brake cylinder, he should rechargethe train pipe sufliciently to release the triple valve. This pressurewill not overcome the pressure in the chamber 23 of the cylinder,whereby the triple valve is maintained under control of the pressureretaining valve. It should thus be apparent that the engineer canmaintain a constant even pressure of any degree in the brake cylinder.

It should be apparent from the above description taken in connectionwith the accompanying drawing, that I provide means by which thepressure retaining valve is at all times under full control of theengineer, thereby enabling the engineer to keep a constant even pressurein the brake cylinder while descending long grades; that the device maybe applied to the usual construction of air brake system; and that it issimple, durable and eflicient, and that it may be manufactured and soldat a low cost.

Having fully described and illustrated my invention, what I claim is:

1. An air brake system including a triple valve, a pressure retainingvalve, a pipe connecting the retaining valve with the triple valve, saidpipe being provided with a port, a cylinder, a member movably mountedwithin the cylinder and dividing the same into compartments, said memberbeing provided with a port to establish communication between thecompartments of the cylinder, a valve carried by said member and adaptedto close the ports when the member is moved in one direction and openthe ports when the member is moved in the reverse direction, and a pipecommunicating with the train pipe and with the cylinder at a point belowsaid member.

An air brake system including a triple valve, a pressure retainingvalve, a pipe connecting the retaining valve with the triple valve, saidpipe being provided with a port, a cylinder, a member movably mounted inthe cylinder and dividing the same into compartments, said member beingprovided with a port to establish communication between thecompartments, a valve movably connected with said member, said valvebeing adapted to close the ports when the member is moved in onedirection and open the ports when it is moved in the reverse direction,and a pipe communicating with the train pipe and with the cylinder at apoint below the member.

3. An air brake system including a triple valve, a pressure retainingvalve, a pipe connecting the retaining valve with the triple valve, saidpipe being provided with a port, a cylinder, a member movably mounted inthe cylinder and dividing the same into compartments, said member beingprovided with a port to establish communication between thecompartments, a valve adapted to close the ports and passage when themember is moved in one direction, a spring adapted to move the valve touncover the port in said pipe when the member is moved in the reversedirection, and a pipe communicating with the train pipe and with thecylinder at a point below the said member.

4. An air brake system including a triple valve, a pressure retainingvalve and a pi 0 connecting the retaining valve with the triple valve,said pipe being provided with a port, a cylinder communicating with thepipe, a member movably mounted within the cylinder and dividing the samein two compartments, said member being provided with a port to establishcommunication be tween the compartments of the cylinder, a

some? valve adapted to close the ports when the member is moved in onedirection and to open the ports when the member is moved in the reversedirection, and a pipe communicating with the train pipe and with one ofthe compartments of said cylinder.

5. An air brake system including a cylinder provided with a port, amember movably mounted in the cylinder and dividing the same intocommunicating compartments, a

valve mounted in the cylinder and adapted to close the port when in oneosition, and a spring adapted to normally old the valve in openedposition, the member being adapted to move and hold the valve in portclosing position.

6. An air brake system including a cylinder provided with a port, amember movably mounted in the cylinder and dividing the same intocompartments, said member being provided with a port establishingcommunication between the compartments, a valve mounted in the cylinderand adapted when in one position to close the port in the cylinder andthe port in the member, and a spring adapted to normally hold the valvein opened position, the member being adapted to move the valve to portclosing position.

In testimony whereof I afiix my signature in presence of two witnesses.

JAMES D. NICHOL. Witnesses:

A. R. SoHELL, JNo. P. NIZZEMAN, Jr.

